Railroad-switch.



A. A. JARDIN.

RAILROAD. SWiTCH. APPLICATION man vuovlzes. 1911.

1,295,755. Patented Feb. 25, 1919.

UNITED STATES PATENT OFFICE.

ALBERT A. JARDIN, OF CONGRESS PARK, ILLINOIS, ASSIGIN'OR OF ONE-HALF TO JOHN MGANDREW, OF BERWYN', ILLINOIS.

RAILROAD-SWITCH.

Specification Letters I Pat ent. Patented Feb. 25, 1919.

Application filed November 26, 1917. Serial No. 204,046.

To all whom it may concern:

Be it known that I, ALBERT A. JARDIN, a citizen of theUnited States, and a resident of Congress Park, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Railroad Switches, of which the following is a full,

clear, and exact description.

The invention relates to railroad switches. It is now common practice to provide two movable switch points at the junction of a maintrack and a side track, one switch point for each rail or side of the track.-

The invention consists in the several novel features hereinafter set forth and more particularly defined by claims at the conclusion hereof.

In the drawings: Figure 1 is a plan of the track and switch embodying the invention. Fig. 2 is a section taken on line 22 of {Fig 1. Fig. 3 is a section taken on line 33 of Fig. 1. Fig. 4: is a perspective of the locking wedge for securing the rail sections and filler blocks together.

The invention is shown as applied to a construction in which a main line track is connected to a switch-track 6. One side of the main line track is formed of a continuous straight rail 6 and the other side is formed by a rail 7 which at the switch, extends continuously and laterally to form the other side of the main track and the outer side of the switch track, as at 8 so that when the train is traveling on the main line, the rail at one side will be continuous and when the train is passing from the main track to the switch track, one rail of the track traversed by the train will be con tinuous. is a rail 9 forming the second side of the main track and a rail 10 forming the inner side of the switch track.

From the switch point on, there A switch point 11 suitably pivoted or connected to the end of the rail 10 is adapted, when in position shown in Fig. 1, to direct the car wheelsqon the main line and to act as a guard which holds the wheels from moving inwardly off the track 6. When the switch point 11 is shifted into position shown by dotted lines, it will deflect the wheels to cause the train to move onto the switch track. In this manner, a single switch point serves conjointly to deflect the train and as a guard rail for holding the train on the main line track. At the side opposite the switch point, rail 9 is tapered, as at 18, and a guard rail 14; is provided at the inside of the rails 7 and 9. The ends of the guard rail 14 are curved to guide the wheel flanges onto the track. The end of rail 10 and rail 6 are held in spaced relation by a block 15 and these rails are secured together with the block 15 therebetween by a clamping bracket 16 which extends under the rails, as at 17, and engages the inner side of rail 10, as at 18, and is provided with a flange 19. A wedge 20 adapted to be driven between the rail section 6 and flange 19 is adapted to secure these rails and the block 15 together. The wedge 20 is provided with a series of holes 21 which are adapted to receive a locking pin. 22 which may be dropped through any of the holes into position to engage the edge of the bracket 16 to prevent its release. Rails 8, 9 and 14 are properly spaced apart by a block 23 which is slotted to receive the end 13 of rail 9 and is adapted to engage the inner side of rail .7 and the outer side of the guard rail 14:. These rails and the block 23 are secured together by two clamps 24 and 25 similar in construction to the clamp 16 and wedges 20 similar in construction to the wedge used in clamp 16.

The deflection in rail 7 to curve one side at the point where the switch point 11 commences to deflect the car wheels when the 7 side track, the switch point 11 will force the flanges of the car wheels laterally to direct the car onto the side track. It will be understood that any suitable means, such as a rod 30 may be employed to operate the switch point.

The invention exemplifies a switch in which a single switch point to control the movement of the train from the main track onto a side track and in which the track opposite the switch is formed of rail sections, one of which is continuous; also one which is adapted for use with a comparatively short switch point; also one in which the joint between the sections opposite the switch is formed by rail sections and blocks secured together by clamps.

The invention is not to be understood as restricted to the details set forth, since these may be modified within the scope of the appended claims, without departing from the spirit and scope of the invention.

Having thus described the invention, what I claim as new and desire to secure by Let-. ters Patent, is:

In a railroad track construction, the combination of a continuous straight rail at one side of the track, a curved rail for a side track at the same side, a switch point mov able into position to direct a car-Wheel onto either of said 12Ll-lS, '2L continuous rail at the second side of the track forming a part of the main track and curved to formthe outer side of the switch-track, a rail section" having a tapered end forming the second in fixed relation.

' 1 ALBERT A. JARDIN.

Copies of this patent may be obtained for five cents each, by addressing the Commissitiner' of iatents,

- Washington, D. 0. 

